Thursday, 24 January 2013 14:35 Aung Marm Oo
On April 2, 2008,
the Indian government signed an agreement with the Burmese military
regime for the Kaladan Multi-Modal Transit Transport Project which is
also known as the Kaladan Project. The project will connect Eastern
Indian seaports, particularly Kolkata seaport in East India, with the
seaport in Western Burma (Myanmar) Rakhine State’s capital, Sittwe—a
total distance of 593km. It will then link Sittwe to the landlocked area
of Mizoram in Northeastern India via river and road transport
i . The project is divided into three main phases:
Phase 1:
Development of Sittwe port to handle the future increase in shipping
levels. This includes the expansion of its seaport and the construction
of a new inland waterway terminal (IWT). This entails dredging the
approach channel and the port area (some 562,000 cubic meters of
material) to facilitate 6,000-ton ships, as well as constructing two
jetties and extensive loading and storage facilities that will
significantly expand Sittwe’s current size and capacity. The larger 219m
x 15m port jetty will be capable of handling 20,000-ton ocean
freighters, and a 54m x 15m inland waterway terminal (IWT) jetty will
cater to smaller vessels that ply the river. At present, Sittwe’s port
consists of a 78m x 15m jetty and is appropriate for vessels of 2,000-
3,000 tons.
Detailed plan of Sittwe port
Phase 2:
Dredging of 225km of the Kaladan River between Sittwe and
Setpyitpyin (Kaletwa) in Chin State where another terminal will be
built.
Phase 3: Construction of a 62km highway between Setpyitpyin (Kaletwa) and the Mizoram border of India
ii .
Originally,
the first and second phases of the project were to begin before the end
of 2009. However, construction only started in November 2010. The
development of phases 1 and 2 in Sittwe, the river dredging and the IWT
at Kaletwa were primarily executed by the state-run Inland Waterways
Authority of India with Essar Projects Ltd, Mumbai (a division of the
Essar Group appointed in May 2010 as the main contractor). Both RITES
and IWAI are state-run Indian companies. But the third phase of highway
construction will be headed by the Burmese Ministry of Transport. The
construction of the highway from Paletwa to the India-Burma border was
originally scheduled to start from the year 2011-12; however, the
construction has now been delayed. The entire project is planned to be
completed in three years (2014-5), with work suspended for five to six
months of the year due to the monsoon.
Development stages of the project
Due
to the challenging and technical difficulty of dredging small islands
and rocks, especially the upper part of the Kaladan River, the second
and third phases have had to be altered: dredging of 225km of the
Kaladan River between Sittwe and Setpyitpyin (Kaletwa) has been reduced
to 158 km between Sittwe and Paletwa in Chin State, where another IWT
terminal is being built at Paletwa to transfer cargo from river to road
transport. As a result, the construction of the highway has to be
extended from 62km to 129km between Paletwa in Burma’s Chin State and
the Mizoram border of India.
According to Mr. N Unni, Project
Coordinator from IWAI, shifting the location of the planned Kaletwa
river port further downriver to Paletwa has reduced the amount of
dredging required by around 95 percent. Thus, it will now only take
place at four or five sites to ensure a minimum depth of two meters, and
no rock blasting or land acquisitions are needed
iii . Therefore, more than 400 tons of estimated explosives required for the river dredging will be totally avoided
iv .
The
project has been piloted and funded by the Indian Ministry of External
Affairs. The preliminary feasibility studies, such as hydrographic
surveys, etc., were carried out by the state-run Rail India Technical
and Economic Services (RITES). However, no open and clear transparency
regarding these studies has been made public. The development of Sittwe
port and Kaladan waterway is expected to cost US $68.24 million, and the
highway construction between Kaletwa and the Indian border is expected
to be around US $49.14 million.
According to the April 2008 Framework Agreement
v
, the Government of the Union of Myanmar will provide the required land
and security for the project, including for all personnel and
technicians, free of charge. The Indian government will bear the full
cost of the project, which was originally estimated at US $120 million,
although more recently the cost has been estimated as US $134 million.
Under previous agreements, the Burmese junta was supposed to contribute
US $10 million to the project; however, in 2007 the Indian Government
extended Burma a minimum interest loan in order to cover this. In the
April 2008 agreement, it does not explicitly mention that the Burmese
government is under any financial obligation for the cost of the Kaladan
Project.
After completion, the project will be handed over to
the Burmese government on the terms and conditions mutually agreed upon
in the April 2008 Framework Agreement. These terms and conditions are
outlined in two supplementary documents, however, they have not yet been
made public. It is anticipated that the Burmese state will take full
ownership of the transport system, but it will primarily be used by
Indian companies to increase trade with Southeast Asia and links to the
land-locked Mizoram region. It is expected, however, that few local
citizens will use the Kaladan, since they will not be able to afford the
tolls that the Burmese government will impose on vessels using the
waterway.
Indian Look East Policy through the Kaladan Project
Over
the years, Burma’s relationship with India has been inconsistent. In
the past, various issues have caused problems, such as a brief dispute
over Coco Island in the Andaman Sea, which is internationally considered
to be part of Burma. In recent years, however, Indo-Burmese relations
have improved significantly as trade has increased. Indian companies
such as Essar and ONGC are among the investors, who have begun to
capitalise on Burma’s abundance of natural resources.
 |
 |
Former Burmese junta strongman Snr-Gen Than Shwe
with Indian premier Manmohan Singh. |
Current Burmese leader Thein Sein pictured with India’s
PM Singh. |
In 1992, following the breakdown of the Soviet Union, the Indian
government launched its “Look East Policy,” which, in the words of the
then prime minister was, “a strategic shift in India's vision of the
world and India's place in the evolving global economy.”
From
then on a number of initiatives have been put in place to increase ties,
largely in trade relations between India, members of the Association of
Southeast Asian Nations (ASEAN) and other Asian states. As India’s
gateway to East Asia, the Burmese regime found itself in a key
geo-strategic position, giving it a strong playing card in negotiations
with India. Before the agreement for the Kaladan project was signed, a
series of efforts by India’s Ministry of External Affairs to improve
transport had hit a brick wall, as they were unable to meet the Burmese
junta’s demands.
“India has two main reasons for this project,
one to connect with ASEAN and one to compete with China,” said Kim, a
long-term observer of Indo-Burma relations and author of
“Unfair Deal”.
India’s
relationship with Burma is also largely based on a need to counter
China’s influence in the region. China has recently become Burma’s
second largest foreign investor and has built its own port in Kyaukphyu,
just 40km or so from Sittwe. This Kaladan Project has secured India’s
Northeastern province with a lifeline for opening up trade and transport
to the rest of ASEAN and the world.
Once completed, bilateral
trade will grow manifold. Moreover, the overall development of India’s
Northeast region, and particularly land-locked states like Mizoram, will
be greatly increased. Bilateral trade meetings were held between
Burmese trade and investment delegates and trade ministers from the four
Northeastern Indian states in mid-September 2010 in an attempt to
strengthen border trade.
vii
The
Kaladan Project will likely open up the economic geography of the
region, potentially connecting to the Asia highway in the future, which
will open up international trade routes.
The Importance of the Kaladan River
Rivers
in Rakhine State have played a fundamental role in the history, culture
and lives of the Arakanese people and their civilization for thousands
of years. These waterways provide irrigation, potable water, fish stocks
and cheap transportation, supporting millions of livelihoods all over
Rakhine. Rakhine’s most complex river system is made up of the state’s
four major rivers namely Kaladan, Laymro, Naff and Mayu, plus their
numerous tributaries. These rivers flow through the Northern part of
Rakhine State before emptying into the Bay of Bengal.
 |
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| Local livelihoods along the Kaladan River |
Among these rivers, the Kaladan is the longest and most used river,
connecting Rakhine and Chin States. Approximately 350 km (220 miles) in
length, it runs from its source in Mizoram, India, cutting a narrow
valley through the mountains of Chin State, descending to cross the
fertile plains of Rakhine State, and finally emptying into the Bay of
Bengal at Sittwe, Rakhine’s capital.
Its river valley is 113 km
(70 miles) in length and is often referred to as the “Rice Bowl” of
Rakhine. Sittwe, Ponnagywan, Kyauktaw, Mrauk-U and Pauktaw townships are
situated in its valley. The Paletwa region in Chin State is situated
along the upper part of the river.
For the majority of Rakhine’s
population, the Kaladan River is the primary means of transport. This
is mainly because the few roads in the region are in terrible condition.
Therefore waterways frequently serve as a lifeline for rural people to
get access to essential goods and markets. In Rakhine State, boats
travel up and down the rivers selling and trading firewood, bamboo as
building material, and fish and farming/ agricultural products such as
rice, fruits and vegetables.
“The Kaladan River is the primary
source of water and transport, irrigation and fishing for our living in
the area. We will find it really difficult for our daily survival if the
river is blocked with larger vessels and dredged,” said a villager
living along the Kaladan River.
Current and Potential Impacts of the Project
- Damage on Local Livelihoods
Approximately a million civilians live in townships along the Kaladan
River. The large majority of these people make a living from fishing and
farming, and rely heavily on the river for both. Moreover, due to a
lack of good roads in western Burma, transportation and the trade in
both fish and agricultural products in the region is dependent on the
use of this waterway.
 |
 |
| Local livelihoods along the Kaladan River |
If the developments entailed by the Kaladan Project go ahead, thousands
of people will be forced to drastically adapt their lives without any
compensation or assistance from the authorities. The developments along
the river and around the Sittwe port area will damage and block access
to fishing areas along the coast. If residents are unable to access and
use the river as usual, both during and after the construction of these
projects, the travel and transportation of goods for trade will be
almost impossible, since no alternative means of transport exist.
Furthermore,
the self-sustaining ecosystems on which locals depend upon will be
devastated, likely causing a rapid decrease in food supplies in regions
that are already highly food insecure.
Construction of Sittwe port and local concerns/ the impacts on local people
In
November 2010, the construction of Sittwe port was started. However, it
received a lot of local complaints because of the sand that was being
transported from Sittwe’s Beach to be put in the port area. Worse still,
construction of the port disturbed patients from Sittwe’s General
Hospital and business at the Sittwe’s Bank along the Strand Road, whose
buildings began to crack due to the impact of port construction.
Furthermore, people along the Strand Road remain very concerned that
their houses, shops and restaurants will be removed.
“We have
big concerns about the construction of the port, as all of the houses,
restaurants and other government buildings including Sittwe’s General
Hospital along the Strand Road will be removed,” said a Strand Road
resident. “According to those who have previously been relocated in
Rakhine and other parts of Burma, usually no compensation is given to
the owners. So we expect the same thing to happen to us when these
buildings are removed. Without our houses we will lose a lot of
business, as we mainly rely on our houses for doing business such as
trading rice with rural folks and city dwellers.”
 |
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| Sittwe port construction site/ area |
Myanmar Economic Bank (Sittwe) that was cracked due
to the impact of port construction |
Environmental damage due to the impact of port construction
If
the Kaladan Project proceeds as planned, extreme environmental damage
will certainly occur, as Burma’s military regime has historically
practiced a policy of complete disregard for ecosystems, biodiversity
and the migratory paths of important species. Even the smallest change
to delicate ecosystems such as these can cause a long series of
unpredictable changes, forcing villagers to adapt their lifestyles at an
impossible rate, causing starvation and disease among those unable to
adapt. The project will cause the following:
- Extermination of benthic and nektonic species along the Kaladan
River and in the area around Sittwe port; these species are essential
sources of food for locals throughout the Kaladan River system.
- Destruction of mangrove forests along the coast and in the river
estuary; these form the base of the region’s ecosystems and can protect
against tidal surges such as those that killed hundreds of people during
Cyclone Giri in 2010.
- Rapid deforestation to accommodate river expansion and the highway.
This can increase the occurrence of floods or droughts, and will impact
the habitats of endangered species such as Kaladan dolphins, tigers,
elephants, rhinoceroses, gibbons, hornbills, and Rakhine forest turtles,
the latter two of which are already extremely vulnerable to extinction.
 |
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| Local village on the Kaladan River |
Islands and rocks along the Kaladan River |
One family story:
“I
am the eldest son of my family that has seven family members. I am 27
years old and a second year university student majoring in English. But I
had to unfortunately drop out from the university as my family cannot
support me any longer. Since I am the eldest one, I feel I am
responsible for taking care of my brothers and sisters especially for
their high school education. So I have decided to help my father and his
fishing business on the Kaladan River. Not only do we fish in the
river, but it is also how we travel to other villages/townships to sell
the fish we have caught, along with our agricultural produce. In fact,
the river is very important for everyone’s lives. It is where we get our
food and water and how we travel, and so we will find it really
difficult for our daily survival if the river (Kaladan River) is blocked
with larger vessels and dredged,” explained a resident of Latpanbra
Village in Pauktaw Township, situated on the Kaladan River.
Conclusion and Recommendations
On
behalf of all the people from Rakhine and Chin states, I would like to
request and urge that the Burmese, particularly Rakhine and Chin people,
protect regional ecosystems from deterioration and prevent the
destruction of habitats that are home to endangered species and
prestigious forests. Moreover, all people of Rakhine and Chin states
need to endeavor to bring an end to the persistent abuse inflicted on
our communities as a result of development projects that only empower
and enrich Burma’s oppressive successive military regimes, and even
current U Thein Sein’s Government and its cronies.
In order to
give a voice to the affected communities in Western Burma and to ensure
that an unbiased overview of these projects can be communicated
worldwide, I would like to recommend that all domestic and international
media follow the development of the Kaladan Multi-Modal Transit
Transport Project throughout and endeavor to keep the Burmese and
international community informed of all its implications.
Aung Marm Oo is an Arakanese activist and Executive Director of the Arakan Human Rights and Development Organisation (AHRDO).
All photographs supplied by and copyright of Arakan Human Rights and Development Organisation (AHRDO)
Endnotes:
i http://iwai.gov.in/misc/portiwt.pdf
ii http://iwai.gov.in/misc/highway.pdf
iii http://www.mmtimes.com/2012/news/618/news61814.html
iv Mr. N Unni, Project Coordinator of IWAI Presentation’s slide 25
v http://iwai.gov.in/nit/Frameworkagreement.pdf
vi Press Trust of India, “India betting big on Rs 1,700cr project to foster growth in NE”,
http://news.in.msn.com/business/article.aspx?cp-documentid=4347056, 5 September 2010.
vii Khaing Kyaw Mya, “Indian border state envoys to tour Burma”, Mizzima news online,
http://www.mizzima.com/business/4322-indian-border-state-trade-envoys-to-tour-burma.html, 4 September 2010.
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